Spring seat construction



April 8, 1958 G. M. MARKLE 2,829,706

SPRING SEAT CONSTRUCTION Filed Sept. 2, 1954 2 Sheets-Sheet l L ATTORNEY April 8, 1958 G. M. MARKLE spams sm cousmucnou 2 Sheets-Sheet 2 Filed Sept. 2. 1954 INVENTOR earyz/l Mar/14A e Iii/ M ATTORNEY United States Patent 2,829,706 SPRING SEAT CONSTRUCTION George M. Markle, Grand Rapids, Mich. Application September 2, 1954, Serial No. 453,854 2 Claims. (Cl. 155-179) This invention relates to the construction of spring seat units of the type used in automobiles and other vehicles. Conventionally, these units are formed of a combination of bent wire and sheet metal, and establish a base for the usual upholstery. They are normally subjected to rather hard usage, and yet must provide a maximum of comfort for a given space requirement. soft resilient spring action requires a considerable amount of space for the deflection of the spring, and the effective utilization of available space to give the maxi mum of softness for a given allowable unit thickness is an objective which is almost always present in the design of this type of structure. This invention provides an unusual amount of resilience for a given unit height through the use of a novel spring action, and yet provides this action with a wire formation of noteworthy simplicity, and formed in such a manner that the assembly of the entire spring unit is simplified.

Another important feature of this invention is the provision of lateral and diagonal bracing which serves to stabilize the spring unit, and yet perform this function with sufficient resilience that distortion does not develop as the spring unit deflects under load. The stabilization afforded by this construction not only prolongs the life of the spring unit itself, but similarly preserves the integrity and appearance of the upholstery.

An important aspect of this invention is the provision of a series of spring units centering around coils disposed with their axis horizontal. This is in contrast to the conventional vertical coil arrangement, and the spring action provided by applicants invention is generated by the angular deflection of one end of the coil with respect to the other rather than by a compression of the coil itself. In the preferred form of the invention, the spring action is generated by a spring unit formed of a single continuous piece of bent wire, the opposite ends of which are secured to a border or frame member. These spring units are several in number, and are spaced, across the unit. They extend from front to rear, and in'themselves constitute a bridge which does not need intermediate supporting structure in the nature of an extensive frame work. The central portion of these spring elements is preferably arch-shaped and approximately the contour of the conventional upholstered seat. The rearward extremity of this arched portion terminates in a coil, and the projecting end of this coil is suitably formed for securing to the frame or border portion. The front portion of the arch-section likewise terminates in a coil, which may be termed the upper front coil. The wire extending from that coil is inclined downward and rearward, and a second coil (which may be termed the lower front coil) is formed at a pos'tion below and somewhat behind the upper front coil. The wire continuing from this coil extends forward to the point of attachment with the lower front border or frame member. It is interesting to note that this spring formation provides a hingetype resiliency at the rear coil, and for a knee-action deflection at the forward end. A given amount of load placed at the middle portion of the central arch will therefore generate a torsional resiliency at the rear springs and also create torsional deflection ofthe front. coils accompanied by a considerable amount of vertical displacement of the upper front coil with respect to the lower. The rear of the spring unit will have a very small amount of fore-and-aft deflection due to the presence of the single rear coil; and the movement of the arch is similar to the movement of a radius arm about a pivot point. Such rotation tends to generate a slight degree of forward movement of the upper front of the spring unit, and this action controls the tendency of the lower front coil to move downwardly below the plane of the frame portion. It will be appreciated that if the upper front of the arch were to be artificially given a forward motion such motion would be accompanied by an upward movement of the lower front. coil. To some extent, the point of attachment of the front spring unit to the frame may be selected to give a balanced action such as will minimize the amount of to the frame. This feature is extremely valuable in preventing breakdown of the spring unit as the result of continued use.

The several spring units are connected by front and rear border wires preferably through the use of clips which engage a considerable length of both of these components, and thereby permit a much more secure fastening. Preferably the spring units are enclosed in an envelope of fabric, and a series of transverse load distribution members are provided which extend across the width of the spring unit and are spaced from each other from front to rear. These members are laid over the fabric in order to prevent chafing against the spring units, and they are provided with the plurality of coils arranged to lie flat against the fabric, the coils permitting the lateral resilience necessary when load is placed at a particular point on the seat unit.

Diagonal bracing preferably extends from the upper side edges of the seat unit diagonally to a member fixed with respect to the lower frame. The provision of a coil in these members provides a sufficient amount of resilience to remove the tendency of a diagonal brace to distort the springunit sideways as downward deflection takes place. In this manner, the fixed action of a radius arm gives way to a resilient biasing action which provides a continuous tendency to restore the spring unit to its original condition after load is removed.

, The several features of this invention will be analyzed in detail through a discussion of the particular embodiments illustrated in the accompanying drawings.

Figure 1 illustrates a perspective view of an assembled spring unit, with a portion of the fabric removed to show the interior construction.

Figure 2 is a section on an-enlarged scale showing the forward portion of the unit, and illustrating the deflection movement of the springs. a

Figure 3 is a section taken from plane III-J11 of Figure 2.

Figure 4 is an enlarged view of the junction of a spring member with the frame.

Referring to the'drawings, the spring seat unit includes frame formed by the lower a relatively fixed base or front border member 10, the lower rear border member 11, and the lower side members 12 and 13. These are preferably formed of bent sheet metal crimped into assembled relationship as shown. A series of beams 14 through 18, inclusive, are also preferably formed of sheet material and are secured at their front and rear ends to the border members 10 and 11, respectively. The upper front and upper rear border wires 19 and 20 are offset at spaced locations along their length to securely position the front clips 21 and the rear clips 22 which secure the upper portions of the spring elements deflection at the point of attachment 23 in position. A sheet assembly of springunits, 7

of the seat unit with the clips 42 and the lower ends are crimped as ment with the beams The spring to the assembled unit and 43, respectively, shown into engageportion 48, ing portion 50, and an extension 51 of the material forming the coil 49 which proceeds forward to a part of the upper frame or border wire.

In Figure 2, the full-line representation illustrates the or un-deflected condition, While the dotted lines show the unit after load has been apthe other. coil 49, below the level of is indicated at 52, and must be carefully controlled so that it does not interfere with the other structure on which the seat is mounted. To a very considerable extent, the action of the rear plement the ability of the rear coils to act as a by the utilization of fore-and-aft resilient diagonal bracingas indicated at 56. This bracing may be formed 4 and secured in generally the same manner as the diagonals 38 and 39.

Referring to Figure 4, the attachment of the extensions 5.1 (of the spring element) to the frame must allow for vented in this manner, and the frame grip to more effectively resist excessive deflection. For small degrees of deflection, the sections 57 act somewhat in the manner of a hinge pin.

The particular embodiments of the present invention which have been illustrated and discussed herein are for illustrative purposes only, and are notto be considered as a limitation upon the scope of the appended claims. In these claims, it is my intent to claim the entire invention disclosed herein, except as I am limited by the prior art.

I claim:

1. A spring seat construction, lower front and rear continuous border members disposed substantially one above the other and defining the said upper border members comprising: upper and respectively to said upper and lower border members, including intermediate'coil portions; and resilient trans- A spring seat construction, comprising: upper and lower front and rear continuous border members disposed substantially one above the other and defining the edges of a spring assembly;

References Cited in the file of this patent UNITED STATES'P'ATENTS 

